Driving gear arrangement for automobiles



MW. 8, 1932. 3, w, VAN RANST 1,886,924

DRIVING GEAR ARRANGEMENT FOR AUTOMOBILES Filed March 9, 1929 2 Sheets-Sheet l 2 Shets-Sheet 2 Filed March 9, 1929 C. W. VAN RANST DRIVING GEAR ARRANGEMENT FOR AUTOMOBILES Nov. 8, i932,

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Patented Nov. 8, 1932 FFIC I CORNELIUS W.VA1\ T Renew, or AUBURN, INDIANA, ASSIGNOR, 'IBY MnsNn ASSIGNMENTS,

T MANNI1\TG& ea, or crrroaso, ILLINOIS, A coaroaaTroN or ILLI oIs I naivlNe GEAR ARRANGEMENT r01. AUTOMOBILES Application filed March 9, 1929. Serial No. 345,794.

This invention relates to improvements in a driving gear arrangement for automobiles and it consists of the matters hereinafter described and more particularly pointed out inthe appended claim. V

The primary object of the invention is to provide a driving gear of the kind above mentioned, which will provide a low center of gravity for the automobile without the Y sacrifice of road clearance.

Another object of the invention is to so arrange the several parts of the driving gear that the driving pinion of the difierential is disposed in a plane above that of the axis the ring gear thereof, the latter being of the hypoid type. j 7

Still another object of the invention is to provide a gear drive of this kind which is especially adapted for use in a front driven automobile and one which readily lends itself to easy assembly and at the same time is strong and durable and does not readily get out of adjustment. 1

These objects of the invention, as well as others together with the many advantages thereof, will more fully appear as I proceed with my specification.

In the drawings:

Fig. l is a view in plan elevation of the forward end of a front driven automobile, embodying my improved driving gear arrangement with the radiator omitted and with parts shown as broken away to more clearly disclose such arrangement.

Fig. 2 is a longitudinal vertical sectional view through the differential gearing and 7 driving pinion, on an enlarged scale as taken on the line 22 of Fig. 1.

Fig. 3

on the line 33 of Fig. 2. I

The invention is herein shown and will be herein described as embodied in the driving gear of a front driven automobile but as will connected in the manner of differential gear with the usual driven shaft sections, which in is a transverse vertical sectional view through the differential gearing as taken tween said bosses 1s located apinion supporting housing or cagelfihaving end hub be apparent, the invention is also adapted for.

;-of the automobile including a ring gear of the hypoid type driven by a bevel pinion disposed to the rear and above the axis of the ring gear, the latter gear being operatively turn are connected by other shaft sections with the front wheels to drive the same.

to the front endof which is secured the trans- -'1nis'sion casing 7 that includes side legs 8 -8,

one engagingwith and being secured to each extension 5. To the front'end wall 9 of the transmission casing is secured the rear end wall 10 of the difierential casing'll in a manner providing a rigid support forsaid differential casing which is located just to. the rear of the axle 2. From the above, as taken in connection with Fig. 1, it is apparent that the engine is located but a substantially short distance to'the rear of the differential and is separated therefrom only by the transmission casing.

At the frontof the differential is provided a removable cover plate-12 and at each end of said casing is found a brake drum housing 13. I

In the differential casing is provided laterally spaced annular bosses i l-14: each receiving an anti-friction bearing 15. Be-

portions 17-l7 each engaging 1n an associated bearing 15 as best shown in Fig. 3. Near one hub 17 of the housing 16 is formed a radialflange 18 to. which a ring gear 19 of hypoid type is .rigidly'secured.

Extending through .each hub: 17 of th housing or cage. 16 is a driven shaft 20, the inner ends. of which are splined: and are spaced a substantially short distance apart as best shown in Fig. 3. Fixed on each splined shaft end is a bevel pinion 21 and both of said pinions mesh with opposite sides of smaller differential pinions 22-22 journalled on a shaft 23 secured in the housing or cage '16 and arranged between the adjacent ends of the shafts 20-20 and disposed at a right angle thereto.

. In the front wall 9 of the transmission casing is located an antifriction bearing 23 for the driven shaft 24 of the transmission; This shaft extends longitudinally of the automobile and is disposed in the plane of the pinion shaft 23 of the differential asa whole and is located in a plane above that of the axis .of the shafts20-20 and ring gear 19 as best shown in Figs. 2 and 3. The bearing 23 is held in position by the rear wall 10 of the differential casing and the extremity of the shaft 24 extends into said casingwhere it has spline'd to it a pinion 25 that meshes with and drives the ring gear.

The outer ends of-the driven shafts 20-20 terminate in substantially the plane of the brake drum housings 13-13 and operatively connected to each shaft end as by suitable combined universal and slip joints 26 is a second shaft section 27 that drives an associated wheel 3.

Heretofore in rear wheel driven automobiles wherein a hypoid gear and pinion was employed in the differential, a long propeller 'shaft operatively connected by universal oints with the transmission, drove the pin- 1 ion which was arranged withits axis below that of the ring gear. However, in a front 7 wheel drive'n automobile, due to the substantially close proximity gof the engine and transmission with reference to the differential, such an arrangement would be most impractical for many reasons. Under such conditions the propeller shaft, as the shaft 2% herein may be aptly termed,would have to extend at such a steep angle as to make it impossible to use universal joints therein,

and again, the ring gear and pinion necessary would be indeed difiicult if not impossible to make.

Therefore with my improved construction, the short propeller or drive shaft may be employed devoid of universal joints and is one wherein vibration andwhip are eliminated. Again, the improved construction provides a' low center of gravity without time, reduces the number of necessary parts construction readily contact on mating tooth surfaces is more intimate on the drive side.

While in describing the invention, I have referred in detail to the form, arrangement and construction of the various parts thereof, the same is to be considered illustrative of only one embodiment of the invention sothat I do not wish to be limited thereto except as may be pointed outin the appended claim.

I claim. as my invention:

A front drive automobile embodying thereina. differential casing and a transmission casing, said casings being secured together inend to end engagement, gearing in said differential casing including a hypoid ring gear, arigid non-jointed horizontally disposed driven-shaft in the transmission casing arranged with its axis above that of sald ring gear and'havmg a part extending into the dlfferentlal casing, an antlfriction bearing for said shaft supported in the en- CORNELIUS IV. VAN BANST.

sacrificing road clearance and at the same 

